Train-pipe-coupling valve mechanism



Jan. 27, 1931.

U. A. WHITAKER TRAIN PIPE COUPLING VALVE IECHANISI Filed Nov. 15, 192B gsneets-'sheet 1 INVENTOR UNCASAWHITAKE- BY ATTO EY Patented Jan. 27, 1931 IUNcA's A.Y WHITAKER, or,"V WILMERpING, PnNNsYLvANIaJAssIGNoB 'ro l'rim-WEST- VHiNGHoUsE' AIR BRAKE COMPANY; for* WILMERDING, `1='ENNSYLVANIA, AA conPoRA-f ATron or' PElxnvsYLvAnIAl Tnnrmrirn-courm-NG vlLIivE MEHA'NIS'M y Application filed November 15,` 19,28. Serial No. 319,498.

This invention relates to automat-ic :train is a ,longitudinal section of anautomatic train pipe` couplings, and,` more particularly to the `type known as the'tight or rigid-lock co-u- V unintentionally separated the brake pipe Will be open to the atmosphere to. effect an emerngency application of the brakes. i Y

Another object of the invention is to. pro- @An objectlof the invention to providea pipecoupling embodyingythe invention, showing the same in coupled position; Eig. j .2 isaseC'tiOntaken on :theline 2 2 o'YF ig. '1,

showingfithe .valve actuating f mechanism :trainj pipe coupling of'. the above-mentioned 3 isganelevatiompartly in section, of the type with means for controlling communi- Mcouplingpinunlatching means, showing the ;c'ation through the brake pipe' sothat when same; associated vvWith the valvefV mechanismY rthecars are intentionally separated the brake actuating lever; Fig. 4 isga section-taken on.

pipe Will be closed, but shouldV the cars be videaftrain pipe coupling With meansffor restricting the :communication through the Y brake pipe Whenfan empty "section of train is being coupled to a charged train section so as not to produce aV too rapid drop inthe pressureof the iuid in the brake pipelof 'the charged section.

Another object oit` the invention .isto fpi'or vvide.A a train pipe coupling vin which commuf i nication through the brake pipe of the coupling is controlled bymeans of a poppetrvalve adapted to be manually actuatedwhen the cars are uncoupled and'tobe automatically actuated when the cars are being coupled.'

Another objectief the invention isvto pro# vide a train vpipe coupling havingra. brake ,pipe passage controlled byY a poppetl valve,

means being included for preventingfthe closing ofthe valve when theY coupling is coupled to a counterpart coupling;

Anotherobject of the invention is to provide a train pipe coupling wherein the valve for controlling communication through-the brake pipe is actuated by mechanism subject tostored up pressure. l v

l Another object of the invention isto pro- 1 vide an improved typeof train pipe coupling ofthe character mentioned Which is relatively .simple in construction, and reliable and eiractin function under all condltions of service.

The invention also comprises certa-innen7 and useful improvementsin the construction,

f arrangement and combination of the several i thevline L44 of Fig. 2, showinglthemanner;

Vofa'nchoring one end of the driveshaft ten-y y' 'sioning spring; FigL is a sectiontaken on the line-5ft?, -ofrFig 2, shovvingthe manner of anchoringy the otherfend of the drive-shaft tensioning` spring; F ig. Gjfis a detaillvievv of;

vthe A.drive shafttensioning spring; Fig. 7' is i an'enlarged view of a portion of, the,A struc- .j ture shown in Figi; and F ig.v ,8: is a vievv similar to Fig. 7yshoWing the .valve seated so as to close the open endoi the4 brake pipe;y

When the couplingis uncoupled; Trainpipecouplings of the type known as the tight or. 'rigid lock coupling, areshovvn for example, in' theVVestinghouse,Patent No. 708,747, dated September 9, 1902, and in Which each coupling head isprovided with a laterally projecting hook-shaped portion :adapted to engage the corresponding portion of a counterpart coupling by a relative lateral movement, and be rigidly locked together b are provided with gaskets adaptedtofV alOllt` against j ,corresponding `gaskets .l of v'the counterpart' coupling head when the two are connected together.

1,80 cam levers or latches, -one pivoteduponeac it COllpllllg A automatically couple 'With a1counterpartk Y, coupling `Whenqtvvo cars are brought-stovgether; it is necessary to manually-operate v,the trainpipevalVes to chargean empty sec- A tion of train from a charged section.'

By the presentinvention, meansfare 'pro-r vided byiwhich the brake pipe valvesl of the coupling heads are actuated-by thecar unlatching mechanism to close the valvesvvhen the'v cars vare uncoupled, the' vvalve ,actuating 50 In the accompanying drawings Figurel mechanism beingoperatedautomatically to 100 surface'6 for engaging a face 7 open the valves when the cars are coupled, and being prevented from operating to'cause the closing of the valves `should the cars be unintentionally uncoupled.

Referring to the drawings, the automatic train pipe coupling head 1 comprises a projecting nose 2 adapted to engage in a recess 3 of a counterpart coupling-head.. The head 1 is also provided with' ahooked portion 4,

' v :Secured to the outer endofthe rodLiv 9is' a forked cross head 11, and interposed between said cross head and a fixed abutment 12, is a -coilspring 13. A guide pin 14,. secured to the coupling head, is adapted to engage in the fork of the cross head 11.

The rear end of the coupling Vhead is i formed with an opening `15 which constitutes .the iange 17.

aguide for the forward end of a stem 16,

the end face of the coupling'head, around the opening, being extended lto provide a flange 17. j Y

The stem 16 has its rear end provided with a ball section A18 adapted to be mounted in a socket (not shown) carried bythe car;

Slidably mounted on the stem 16 isa sleeve 19 having one en'dl anged at 20, for abutting diametrically disposed longitudinalflslots 21 into which extend the projecting endsl of a pin 22 that is passed transversely through 'the stem 16. s

A coil spring 23 encircles the stem and the sleeve 19, `one end of the spring bearing against the flange V20, while the opposite end thereof bears againstA a collar 24 at the innerV end of the stem.

sov

'Thevspring 23 is normally under initial compression which tends to hold the head l extended with'res'pect tothe stem 16. However, when the coupling 'is coupled to Va counterpart coupling head, the head 1 willbe ling the spring 23 (see Fig. 1). f t 55,'

telescopedy on the stem 16,-thereby 'compress- The front end of the stem 16 is'nprovided Y with an extended portion 25 having a longitudinal slot 26, and engaging insaid slot is 7a linkv 27 which' is pivotally connected to' an arm l28 carried by the cam lever 5. As shown in Fig. l, the slot 26 may extend fo-r a distance into the main body of the stem 16, .v so` as toincrease-the length ofthe slot with e respect tothe length of the portion 25:y

rlghe coupling head 1 contains one or more .conduits or passages.y `In the Vpresent 1n'- The sleeve=19 isformed with stance it is shown as having a conduit 30, to

the rear end of which is connected the end of a brake pipe 29, while to the forward or nose end of which is mounted a gasket 3l adapted -to abutthe correspondinggasket onrthe other couphng'Land make aiuid tight joint when', Ythecoupllng heads are coupled together.

Communicating with the' conduit 30,' is

achamber V32 containing va. poppet valve,

which .may bein the form of a valve piston 33 having a hea'd34 provided with agasket 35 forengaging `with a seat rib 36 formed in conduit 30 to therefrom.` f I H The side of the valve piston 33,0pposite tothe. facey thereofcarrying the gasket 35, is subject to the pressure of an expansible coil spr1ng-37, the opposite end of which bears againstafcap 38 mounted on one side ofa diaphragm 39. f 1 7 Y e The valve piston 33`is connected to the diaphragm 39 by means'of a Astem or rod'V 40 prevent the escape of fluid which projects fromthe valve pistonY and.;

extends through an'opening 41 in the end wall of the capl 38. The end of the stem' with- 1n the cap has a head 42 for limiting the relative movement of the valve piston 33 with respect to the diaphragm-39. However,

the lconduit 3.0, when the coupling head is uncoupled,so as to close the open end of the the vconstruction is such that the cap 38 can be moved inwardly of the valvev'piston 33,

,through the action of the diaphragm 39,1when the valve piston is seated lagainst the seat rib :36, `andthis action will compress the;

spring 37 which will force the tightly against its seat.

On one'side, the diaphragm 39is subject tothe pressure of fluid which is admitted to chamber 32,; through a plurality of ports 44 formed in the head of the valve piston 33,

valve piston while on the other side, the diaphragm is subjectto atmospheric'pressure admitted to chamber 45 through an opening 46 formed in theendwall ofthe valve casing.

a .The side ofj'the diaphragm opposite tothe side havingtheV cap 38, carries a stem .47 which is s'lidably mounted in the opening`46 and whicliflp'rojects a suitable distance beyond theend wall of the valve casing.

Fixed to'a shaft 48 mounted in the coupling'head 1, is an actuator 49 for the stem 47.` This' actuator is provided with aprojecting portion constituting a cam 50 which has al flattened nose for engaging the end of the stem 47, in a manner to be described to retain the stem. depressed. The actuator49 is also provided with an arcuately formed V:arm 51 which is disposed at anI angle tothe cam 50. v l

VVhenthe'coupling head 1 is coupled to a counterpart coupling, the angular movement of the actuator 49, in a direction that will forcethe stem 47 inwardly to the end of its traverse, will be prevented by a stop in the`- terpart coupling into `the pathy ofv the ar1nv51.

.The shaft 48 is operated by. a flexible drive shaft 53, one end of which is connected tothe end ofthe shaft 48, while the oppositeend thereof is connected through. a coil spring 54 to the end of a shaft 55 mounted in a bearing 56 on the end ofthe car. One end of the .Y Y spring 54 is anchored in jan opening 65 on ,the end of shaft 55, while-the other endof.,A

the spring is anchored in an opening 66 formed on the drive shaft 53, nearthe end Y .tliereof.` In this way, whenthe shaft 55. is

rotated, the 'force willbetransmitted through the spring 54 to the drive shaft 5,3, and should shaft 53 be prevented from rotating, con

. tinued rotationof theV shaft 5.5 will coil the y spring tighter,`as` will be readily understood.

f this shaft is adapted to be manually operated by a lever 59.

.K The lever 59 hasy an ,arm 60 projecting therefrom, and this arm is formed with a recess 6l for receiving the nose end of an arm 62 projecting from the hub of the lever 57 (see Fig. 3), whereby the 'levers 57 and 59 will be interlocked when the ycars are .uncoupled. Y

' The lever l57 is alsoprovided with another arm 63.which is: connected to theV coupling pin 58 by means of a flexible element, such for instance as a chain 64. In operation, when the .cars are intentionally uncoupled, the car coup-lersare unlocked 57 with one hand, the lever 59 ismanipulated wit-h the other hand to effect the closing vof the brake pipe in the mannerto be described,

, this action Aplacing the Vnose end of the arm Y and 59together (see arrows Fig. A45.

62 in the recess 61 to interlock the levers 57- After the pin 58 has been lifted and as the Y `cars separate, the trainpipecoupling heads 1 will remain coupled and locked( together until Vthe cars have moved apart sufficiently to g :Q The ,hooked portions `4., of the W0 Cow pull the coupling heads 1 `outwardlycf the stems 16r until further longitudinal movement i is y prevented by .the pins V22 engaging the ends of theslots 21. f 5

,-V'rhis action will also pun the' links 27 to .the outerend of the slots 26, whereupon the levers 5 will be swung backwardly out of engagement with the faces 7, thereby permits. v

tingthe automatic unlocking of the coupling beads. When the coupling heads,separate, the springs 23 will maintainfthe parts in an n se extended position, ready for coupling up.

Y When the lever 59 is actuated during the Vvv u'ncoupling operation, the rotation of shaft -willbe transmitted throughspring 54 to the'drive shaft 53 and consequently the actuator 49. will be .retateeratlg arie-.51. strikes openings Y areV connected together.

coupling and.further tol' prevent@t.` f.

.However, as .Vt-hel angle .of rotation, of ythe shaft 55 in positioning-therecessg61 onhthe armV so that Aitwill; receigifethe-noseofJthe arm 62 when the levers 57 and 59 are actuated toj uncouplelthe cars,is greaterthan the angle -of rotation of the actuator 49, this excess of rotation ofthe shaft 55,-Will'beabsorbedfby e Therefore, when'the coupling heads lilseparate andthe nose 52 isthusrmovedaway fromthe path of the arm 51,- the force of the stored up pressure of spring 54 willbe re-y leased, and the flexible shaft53 'will bero-Ak rient Qt temete 175 thesprin'g 54 which will be coiled tighter..V x

When the diaphragm is thus, movediY down-y 1 wardly, its jmovement will'` .bey transmitted through spring 37 to the valvepiston' 33. Continued rotation ofthelcam 50 will thereturn forces the diaphragrnfand the valvepis* .ton downwardly until vthe valvepiston engages the seatrib 36.l v f 51g When the flattened kextremity vof then camr` 50 engagesthe endofthe stein 47, the partsl of the valve device will be positioned asshown" Y .i fore gradually depressthe stem' 47 which in i .inFig 8. Thevalve piston 33willbe'pressed i against the seat rib 36 .by the' force exerted by spring'37. As the shaft 48`is disposedin'fthe. v `same plane as the stemf47, ywhen,thve'lflattened by manipulatingl the lever 57to'l1ftthe pin 58', and when the trainman is actuatingilever extremity of the cam 50is in v,engagement e with the endof the stem, relative-,moyement of the actuator49 withl respect-ltolthe-'valve piston 33 and diaphragm 39 will'be prevented, and the parts will remain in ylocked 'I position until the actuator is again rotated.

Vhen cars are brought. together fcrcouplingup, the projecting nose 2 of one train pipe coupling enters the recess 3 of the, (coun-1 7 Vterpart coupling andinthis movemenu-,the

Cain lever 5is forced rearwardly bythe nose plings become interlocked through the relativelateral and longitudinal movement and the 'gaskets 31 meet, so that the train pipe Vllhenthe train pipe coupling head on each car moves-rearwardly on the stem 16,1 the sleeve 19 will be'icar'riedY with it, thereby com-` pressing the spring 23 between the 'Hange-QO and thek collar which arebrought'closerA together. i Y

1 When thecoupling head 1 and the 15 are thus telescoped together, the Ufshaped link 27 Ywill be carried re'arwardlyfof the `slot 26 andthe p'ressurecf spring 13will force the lever 5 outwardly..towards.theY nose 2,so

@between ffice .SQ-sensatie@ tesa? eine y During this upward counterpart coupling head and locks the two coupling headstightlytogether.l

Inasmuch as the coupling heads will lbe held telescoped'on the' stems 16 during the time the car-couplers are locked together, the loop ,end ofthe links 27 Will not engage the outer'v end of the slots 26. Therefore, the levers 5 will beretained in locked posit-ion by the pressure exerted bythe springs 17, and these latches will remainin suoli position-as llong as the cars remain coupled togetherbyl virtue ofthe lost motion provided by the slotted connectionsbetween the several parts.

When the coupling heads 1 areVY brought together for coupling up, the end of the nose 52 engages the arm 51 of the actuator on the counterpart coupling and the arm is swung upwardly, thereby unseating the. flattened end of the cam from the stem 47. `When the interlocked parts of the valve actuating mechanism are thus unlocked, and as theacam 50 turns tothe' position shown in `Fig. 7, the pressure of the fluid in' the' charged section of train acts on the diaphragm 39 to force the same upwardly. Y movement of the'diaphragin', the cap 38 will engage the head 42 of the stem 40, and in this way the valve piston 33 willbe liftedfrom'the seat rib 36,

thereby permitting the fluid in -the charged section to flow into the uncharged section of the train.

In order to restrict the amount of Huid flowing from the charged brake pipe 29 into the adjoining uncharged brake pipe section,

handle 59 can be turned to rotate the shaft 53, i

which inturn will rotate the actuator 49 and thereby swing the arm 51 into engagement with the end of the nose 52 of the counterpart coupling. y

IVhen the actuator 49 is rotated, the cam 50 will depress the stern 47 and consequently the diaphragm'39 and the valve piston 33v will be moved downwardly so that the lower face of the valve pis-ton will be disposed only a slight-distance from the seat rib 36, thereby providing a restricted opening inthe conduit 30 for restraining the amount of lfluidY flowing therethrough.

After the-fluid pressure p in the uncharg'ed section an amount substantially equal to the pressure of the fluid in the charged section,vthe handle 59 can be turned to swing the actuator 49 to the position shownV in Fig. 1, whereupon the pressure of the fluid in chamber 32.1will force the vdiaphragm 39 Yand the valve piston 33 upwardly to permit f' an unrestricted liow of fluid through the conduit 30;

If the cars Aare* unintentionally separated,

, the actuator 49`will not be manually operated to depress the diaphragm 39, and consequentlyl the valve piston 33 will remain unseated, thereby permitting an' unrestricted flow of the brake pipe fluid through the open has been built up end of the conduit 30 to effect -a quick reducl tion in the brake pipe pressureandconseoluently an emergency application of `the brakes.'V This is possible, because no restric- Y tion or choke is provided except that formed by the limited movement ofthe valve piston 33 from the seat rib 3G which is obtained only in the manner heretofore described when the coupling is coupled to-a counterpart coupling." Therefore, the pressure over the entire lower face of the valve piston 33 'will reduce at the same time. Ports 44 are of such'flow area as to permit pressure from chamber 32 i Vto reduce with'the pressure on the lower face not my intention to limit its scope to that em bodiment or otherwise thanby the terms of the appended claims.

Having now described my invention, what Y I claim as new and desire to secure by Letters Patent, is y i 1. vThe combination with an automatically operated train pipe coupling having a valve for controlling the flow of fluid through a passage, of means for manually closing the valve when the coup-ling is being uncoupled from a. counterpart coupling, and means for rlimiting the' movement of the val-ve Vwhile the coupling is coupled to a counterpart coupling.

2. The combination with an automatically operated train pipe coupling having a poppet valve for controlling the flow of fluid through a1 conduit, of means 'for manually closing the valve when the `coupling is being uncoupled from a 'counterpart coupling, and means on the counterpart coupling for limiting the" movement oi the'y valve while thecouplingis coupled to a counterpart coupling.Y V

3. The combination with a coupling having a train pipe passage and a valve chamber communicating with the passage, of a valve pis-f .ton mounted in the chamber andhavin'g a seat for closing the passage, a diaphragm,flexible means y connecting the valve piston and diaphragm, and means for moving the diaphragm in a direction that willforce the valve piston toward its seat. f

f 1. The combination withv a coupling having a train pipe passage and a valve chamber communicating with the passage, of a. valve pisvton mountedin the chamber for controlling communication through the passage, means actuated by the pressure of the fiuidvinthe passage for retaining the valve piston; unseated when the coupling is connected to a coun-. terpart coupling, manually operable means izo Va valve for controlling communication-l i pipe passage, and means for controlling com- Y. Y munication throughthe passage including a V V1o valve piston, a diaphragm subject to the pressure of the fluid in the passagefor retaining the valve piston in'an open position, and manually actuated meansY for causing said diaphragm to seat the valve piston.Y

6. An automatic coupling having a train pipe passage, and means for controlling com` municationV through the passage including a valve piston normally retained lunseated, means for seating saidvalve piston When the coupling is uncoupledfrom a `counterpart coupling, and means forretaining the valve piston seated including a cam lock.

7. In a-train pipe coupling, the combination with a train pipe and a valve for controlling communuication through said pipe, of mechanism subjyect to stored up Vpressure for closing said .valve upon separation 'ofA counterpart ling communication through said pipe, of ap couplings, and manually operated means for storing up pressure in said mechanism.V

8. In a train pipe coupling'the combina- *l Y tion Witha train pipe and a valve for controlpipe,in'cluding a cam,fa iexible drive shaft, a lever, and resilient torsion means between the lever and the drive shaft. A

In testimony whereof I have hereunto set my hand, this-12th day of November, 1928. j f UNCAS A. WHITAKER.k

yielding pressure means, mechanism 'oper-V gated by thepressure exerted by'said means-for 35 closing said valve, and manually operated means for applying pressureto said yielding Y 9. In a train pipe coupling,"the combina- Y tion with a train pipe and a valve for controlling communication throughsaid pipe, of va yielding vpressure means, mechanism operated by the pressure'Y exerted by said means for closing said valve, manually'operated means for storing up pressure in said yielding pressure Y means, acar coupler unlocking device, and

-, means operatedby saiddevice for holding L jss said manuallv'operated'means its pressure storing position'.

` .10.- A coupling havingea train pipe passage,

. a valve for controlling;V communication Y through the passage, and means for actuating the valve to' close the passage, including a l lever and a flexible drive shaft resiliently conV v nected to the lever. v o Y 11. Acouoling having a train pipe passage,

through the passage, and means for actuating the valve to move the same 1n a direction Vfor closing the passage, including a cam, a

flexible drive shaft, and a lever resiliently con- Y nected to they drive shaft.V

12. A' coupling having a train pipe, a valve Vfor controlling communication through the pipe, and meansffor actuating the valve to move the same in a directionfor closing the 

